WO2013143687A1 - Procédé pour faire fonctionner un moteur à combustion interne - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne Download PDF

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Publication number
WO2013143687A1
WO2013143687A1 PCT/EP2013/000907 EP2013000907W WO2013143687A1 WO 2013143687 A1 WO2013143687 A1 WO 2013143687A1 EP 2013000907 W EP2013000907 W EP 2013000907W WO 2013143687 A1 WO2013143687 A1 WO 2013143687A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
operating mode
valve
ignition
Prior art date
Application number
PCT/EP2013/000907
Other languages
German (de)
English (en)
Inventor
Rolf Klenk
Christopher Scherer
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Priority to EP13718296.0A priority Critical patent/EP2831400A1/fr
Priority to US14/388,321 priority patent/US10337415B2/en
Priority to CN201380016744.6A priority patent/CN104204483B/zh
Priority to JP2015502137A priority patent/JP2015512482A/ja
Publication of WO2013143687A1 publication Critical patent/WO2013143687A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine according to the preamble of patent claim 1.
  • DE 102 42 226 A1 discloses a method for forming an ignitable fuel-air mixture in a combustion chamber of a spark-ignited internal combustion engine with direct injection, in which combustion air is supplied to at least one inlet duct to a combustion chamber.
  • Fuel injector fuel is injected into the combustion chamber.
  • spark plug a formed fuel-air mixture is ignited, wherein the fuel injection takes place in several subsets. It is envisaged that in a homogeneous operation of the internal combustion engine
  • Fuel injection is designed such that a first and a second subset in the intake stroke and a third subset are introduced in the compression stroke, wherein the ignition of the formed fuel-air mixture with a distance between 0 ° crank angle and 100 ° crank angle after the injection end of the third subset takes place.
  • the fuel injection is designed such that a first, a second and a third subset are introduced in a compression stroke of the internal combustion engine in the combustion chamber, wherein the fuel injection of the second subset is terminated at a crank angle, the is in a range between 15 ° crank angle before the ignition of the formed fuel-air mixture to 4 ° crank angle after the ignition of the formed fuel-air mixture.
  • DE 10 2004 061 142 A1 discloses a method for controlling an internal combustion engine as known.
  • the internal combustion engine has a device for switching the effective valve lift curves of charge shuttle valves, a controllable by a controller throttle and at least one controllable
  • Valve lift curves the throttle position is changed. It is provided that, at least after the triggered by the Umschaltanograph predictive correction of the throttle position continuously the desired and the actual torque are determined and the switching of the effective valve lift curve with a time delay to Umschaltanchrist takes place, the changeover from the course of the deviation of the actual is determined by the desired torque.
  • At least one gas exchange valve associated with a combustion chamber of the internal combustion engine, in particular inlet valve, may suffer disadvantages with respect to a charge movement of the fuel-air mixture in the combustion chamber compared to larger valve lifts.
  • Charge movement are at least very low or avoided.
  • an ignition of a mixture of the fuel and air in the combustion chamber is performed by means of an ignition device.
  • the internal combustion engine is optionally in at least a first operating mode with at least one first valve lift of at least one combustion chamber associated gas exchange valve of the internal combustion engine or in at least a second operating mode with at least a second valve lift, which is lower is operated as the first valve lift.
  • the injection and the ignition are performed, wherein the gas exchange valve in the first operating mode, the first valve lift and in the second operating mode, the second
  • Valve lift executes when the gas exchange valve opens and closes. In this case, the second valve lift is less than the first valve lift.
  • Charge movement in the second mode of operation at least one further injection of fuel directly into the combustion chamber performed prior to the ignition.
  • the inventive method thus enables the representation of timing of the gas exchange valve or of at least one, the gas exchange valve-actuating camshaft of the internal combustion engine in the second operating mode, which lead to the representation of only very low fuel consumption due to only a very small charge exchange work.
  • the further injection is carried out promptly to the ignition.
  • the further injection is carried out in time after the at least one first injection.
  • a multi-spark ignition is performed as the ignition.
  • a particularly high combustion stability is realized, resulting in a very efficient operation of the example designed as a reciprocating internal combustion engine internal combustion engine results.
  • the internal combustion engine is at least largely operated in a homogeneous operation in the second operating mode. in the
  • Homogenous operation is the mixture in particular compared to any
  • Schichtlade acquires the internal combustion engine particularly homogeneous, whereby a particularly efficient operation of the internal combustion engine is possible.
  • the internal combustion engine can also be operated in the first operating mode at least largely in a homogeneous operation.
  • the fuel consumption and thus the C0 2 emissions of the internal combustion engine can be kept low especially when a load setting of the internal combustion engine
  • Internal combustion engine in the second mode of operation by means of at least one arranged in an intake tract of the internal combustion engine throttle and / or by means of a degree of supercharging at least one of the internal combustion engine
  • Camshaft i. by means of a change in the timing of the particular as
  • Inlet valve trained gas exchange valve is performed.
  • the internal combustion engine is operated in the second operating mode, if at least one at least one temperature of the
  • Internal combustion engine characterizing value exceeds a predetermined threshold.
  • the threshold value is, for example, 50 ° C. This makes it possible to ensure efficient and fuel-efficient operation of the internal combustion engine.
  • the gas exchange valve is preferably an inlet valve, in whose at least one open position air from an intake tract of the internal combustion engine can flow into the combustion chamber.
  • Fig. 1 is a schematic representation of a map of a gasoline engine for a
  • FIG. 2 shows a further schematic illustration of the characteristic diagram according to FIG. 1, the illustration serving to illustrate a load-control strategy of the gasoline engine.
  • Fig. 1 shows a diagram 10, on the abscissa 12, the speed of a gasoline engine according to a direction arrow 14 is plotted increasing. On the ordinate 16 of the diagram 10, the load of the gasoline engine according to a directional arrow 18 is applied increasing. In the diagram 10, the map 20 of the gasoline engine is registered, which serves to illustrate a method for operating the gasoline engine.
  • map 20 has a first map area 22 and a second map area 24.
  • the first map area 22 is a map area 22 and a second map area 24.
  • Gasoline engine is operated with at least a first valve lift curve.
  • the first valve lift curve causes respective, first valve strokes of intake valves of the gasoline engine.
  • the second map area 24 corresponds to a second operating mode of the gasoline engine, in which the gasoline engine with at least one second
  • Valve lift curve is operated.
  • the second valve lift curve causes respective, second valve strokes of the intake valves.
  • the second valve lifts are smaller than the first valve lifts.
  • the intake valves of the gasoline engine for example, via at least one
  • Camshaft actuated This means that the camshaft with the intake valves cooperates, so that the intake valves - depending on the operating mode - perform their respective valve strokes and open and close accordingly.
  • the camshaft includes, for example, respective first cam associated with the first valve strokes and respective second cam associated with the second valve strokes.
  • the camshaft interacts with the intake valves via their cams.
  • the gasoline engine is selectively operable in the first operating mode (first map area 22) or in the second operating mode (second map area 24).
  • first operating mode first map area 22
  • second operating mode second map area 24
  • fired operation of the gasoline engine in both modes of operation, respective injections of fuel of the gasoline engine directly into combustion chambers, in particular
  • each of the combustion chambers is associated with at least one injection valve, by means of which fuel directly into the associated
  • Combustion chamber is injected.
  • At least one of the intake valves is assigned to each of the combustion chambers. If the inlet valves are in an open position, air flowing through an intake tract of the gasoline engine can flow into the respective combustion chambers via inlet channels and mix with the fuel injected directly into the combustion chambers. This creates a fuel-air mixture, which is ignited and then burned.
  • each of the combustion chambers for example, associated with at least one spark plug, by means of which a spark can be generated.
  • Fuel-air mixture is ignited thereby, is referred to as ignition.
  • ignition The point in time at which the fuel is injected directly into the respective combustion chambers is referred to as injection time.
  • the intake valves open less far than in the first operating mode because they execute the lower, second valve strokes.
  • the inlet valves release smaller opening cross sections, through which the air can flow into the respective combustion chambers, than in the first operating mode.
  • the gasoline engine is operated at predefinable loads and / or rotational speeds in the second operating mode, whereas the first operating mode is operated at higher loads and / or Speeds is set. This means that the gasoline engine is operated at relatively low speeds and / or loads in the second operating mode and, in contrast, higher speeds and / or loads in the first operating mode. If the rotational speed and / or the load exceeds at least one predefinable threshold value, the system switches over from the second operating mode to the first operating mode and vice versa.
  • the gasoline engine is operated in the second operating mode largely in a homogeneous operation, wherein the second map area 24 has a hysteresis region 26 in terms of load and speed.
  • the second map area 24 has a portion 28 in which the internal combustion engine is also operated as a function of the load and / or speed and in which the at least one further injection of fuel directly into the respective combustion chambers in time prior to ignition, in particular timely Ignition (near ignition), the fuel-air mixture is performed. In other words, a so-called ignition injection is performed.
  • the portion 28 has a hysteresis region 29 in terms of load and speed.
  • the temperature of the gasoline engine in particular its lubricant and / or coolant, is greater than 50 °.
  • the second operating mode when a warm-up for heating a catalyst of the gasoline engine and a warm-up of the gasoline engine are completed.
  • the idling mode and a start-stop operation are also in the second
  • the gasoline engine is preferably associated with at least one exhaust gas turbocharger, by means of which the gasoline engine supplied with compressed air, that can be charged. This leads to a particularly efficient operation of the gasoline engine.
  • Otto engine i. an adjustment of the load of the gasoline engine in the first map region 22, i. in the first operating mode by means of a throttle valve arranged in the intake tract of the gasoline engine or by means of charging by the exhaust gas turbocharger.
  • a throttle valve arranged in the intake tract of the gasoline engine or by means of charging by the exhaust gas turbocharger.
  • the quantity or mass of the air flowing into the respective combustion chambers is adjusted.
  • the adjustment of the load by means of the throttle flap takes place in a subregion 30 of the second characteristic map region 24.
  • the adjustment of the load takes place via the camshaft associated with the intake valves and designated as an intake camshaft.
  • Map area 24 the load is set (load control) via a waste gate control in the charging area.
  • the wastegate control refers to the opening and closing of a valve element called a waste gate
  • the bypass device is assigned to a turbine of the exhaust gas turbocharger and comprises a bypass channel, via which the exhaust gas of the gasoline engine flowing through the turbine can bypass a turbine wheel of the turbine and thus can not drive it.
  • the bypass channel is fluidly blocked by the valve element (waste gate) and fluidly releasable. If the bypass channel is fluidically blocked in a closed position of the valve element, exhaust gas can not flow through the bypass channel. This means that at least substantially all of the exhaust gas drives the turbine wheel. In at least one open position of the valve element, the bypass channel is fluidly released, so that the exhaust gas can at least partially bypass the turbine wheel, wherein the exhaust gas bypassing the turbine wheel is the exhaust gas
  • Turbine wheel does not power. Through this opening and closing of the valve element (waste-gate control), the power of the turbine and above the pressure of the compressed and the gasoline engine to be supplied air (boost pressure) and in turn set the gasoline engine to be supplied amount or mass of the air.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne d'un véhicule automobile, selon lequel, au moyen d'au moins un dispositif d'injection, au moins une injection de carburant est effectuée directement dans au moins une chambre de combustion du moteur à combustion interne, et au moyen d'un dispositif d'allumage, un allumage d'un mélange de carburant et d'air est effectué dans la chambre de combustion, le moteur à combustion interne étant mis en marche, facultativement, dans au moins un premier mode de fonctionnement comprenant au moins une première levée de soupape d'au moins une soupape à deux voies à gaz du moteur à combustion interne, associée à la chambre de combustion, ou, dans au moins un second mode de fonctionnement comprenant au moins une seconde levée de soupape, inférieure à la première levée de soupape, de la soupape à deux voies à gaz; en vue de soutenir un mouvement de charge du mélange dans le second mode de fonctionnement, au moins une autre injection de carburant est effectuée temporairement avant l'allumage, directement dans la chambre de combustion.
PCT/EP2013/000907 2012-03-28 2013-03-26 Procédé pour faire fonctionner un moteur à combustion interne WO2013143687A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP13718296.0A EP2831400A1 (fr) 2012-03-28 2013-03-26 Procédé pour faire fonctionner un moteur à combustion interne
US14/388,321 US10337415B2 (en) 2012-03-28 2013-03-26 Method for operating an internal combustion engine
CN201380016744.6A CN104204483B (zh) 2012-03-28 2013-03-26 运行内燃机的方法
JP2015502137A JP2015512482A (ja) 2012-03-28 2013-03-26 内燃機関の作動方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012006342.3 2012-03-28
DE102012006342A DE102012006342A1 (de) 2012-03-28 2012-03-28 Verfahren zum Betreiben einer Verbrennungskraftmaschine

Publications (1)

Publication Number Publication Date
WO2013143687A1 true WO2013143687A1 (fr) 2013-10-03

Family

ID=48182876

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2013/000907 WO2013143687A1 (fr) 2012-03-28 2013-03-26 Procédé pour faire fonctionner un moteur à combustion interne

Country Status (6)

Country Link
US (1) US10337415B2 (fr)
EP (1) EP2831400A1 (fr)
JP (1) JP2015512482A (fr)
CN (1) CN104204483B (fr)
DE (1) DE102012006342A1 (fr)
WO (1) WO2013143687A1 (fr)

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DE102004061142A1 (de) 2004-12-20 2006-07-13 Audi Ag Verfahren und Vorrichtung zur Steuerung eines Verbrennungsmotors
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CN104204483B (zh) 2017-11-17
DE102012006342A1 (de) 2013-10-02
CN104204483A (zh) 2014-12-10
US20150047600A1 (en) 2015-02-19
EP2831400A1 (fr) 2015-02-04
US10337415B2 (en) 2019-07-02
JP2015512482A (ja) 2015-04-27

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